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two weight reductions for the Bologna twins.
Although a change in the diameter of the 50mm intake restrictor, if granted, will likely restore the horsepower balance, the writing is on the wall for the powerplant that can trace its crankcases back to the 1979 Pantah 500 and basic 4-valve architecture to 1988′s Ducati 851, despite the testastretta and testastretta evoluzione overhauls. And it is not only the engine that is beginning to look a little tired. The L-twin layout and the trellis chassis have their challenges too.
The traditional Ducati approach leads to a longer wheelbase than the multi-cylinder competition and a limit to how far forward the engine can be positioned in the frame (to avoid the front cylinder head contacting the wheel during braking). In turn for any given wheelbase, the Ducati will have a shorter swingarm length compromising traction on the one hand (shorter swingarm) and limiting agility on the other (longer overall wheelbase).
Which direction the company might take has been hinted at for some time. The solution would appear to be a radical make over as result of MotoGP competition and testing along with a design study in 2001 when Ducati seriously contemplated racing a twin in MotoGP (the concept was abandoned as it would not produce enough horsepower). The new solution is a monocoque chassis not dissimilar to that of the existing Ducati GP10 MotoGP machine but fabricated from aluminum rather than carbon fiber. The rationale is to be able to produce a Superbike racer with a shorter wheelbase and the provision for a longer swingarm length for improved handling. A shorter wheelbase allows for less lean angle for any given cornering radius, and a longer swingarm as we noted above aids in traction.
Technical expert and MotoGP commentator Neil Spalding, who has seen the MotoGP frames up close agrees there are compelling reasons to believe this may be what Ducati is planning:
Recent patents filed by Ducati further suggest this is the way they are thinking including an application in February that describes a V-twin version of the monocoque design and references volume production.
So far we have a shorter, lighter, more compact motorcycle with a larger airbox. Into this will go the new
Although a change in the diameter of the 50mm intake restrictor, if granted, will likely restore the horsepower balance, the writing is on the wall for the powerplant that can trace its crankcases back to the 1979 Pantah 500 and basic 4-valve architecture to 1988′s Ducati 851, despite the testastretta and testastretta evoluzione overhauls. And it is not only the engine that is beginning to look a little tired. The L-twin layout and the trellis chassis have their challenges too.
The traditional Ducati approach leads to a longer wheelbase than the multi-cylinder competition and a limit to how far forward the engine can be positioned in the frame (to avoid the front cylinder head contacting the wheel during braking). In turn for any given wheelbase, the Ducati will have a shorter swingarm length compromising traction on the one hand (shorter swingarm) and limiting agility on the other (longer overall wheelbase).
Which direction the company might take has been hinted at for some time. The solution would appear to be a radical make over as result of MotoGP competition and testing along with a design study in 2001 when Ducati seriously contemplated racing a twin in MotoGP (the concept was abandoned as it would not produce enough horsepower). The new solution is a monocoque chassis not dissimilar to that of the existing Ducati GP10 MotoGP machine but fabricated from aluminum rather than carbon fiber. The rationale is to be able to produce a Superbike racer with a shorter wheelbase and the provision for a longer swingarm length for improved handling. A shorter wheelbase allows for less lean angle for any given cornering radius, and a longer swingarm as we noted above aids in traction.Technical expert and MotoGP commentator Neil Spalding, who has seen the MotoGP frames up close agrees there are compelling reasons to believe this may be what Ducati is planning:
Recent patents filed by Ducati further suggest this is the way they are thinking including an application in February that describes a V-twin version of the monocoque design and references volume production.So far we have a shorter, lighter, more compact motorcycle with a larger airbox. Into this will go the new
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